1|15The customer magazine

of ABB TurbochargingSwitzerlandcharge!

The constant search for improvement 4Research and development aiming at even better turbochargersPowerships with raised performance 14How turbocharger upgrades increase power outputCruising on LNG? 20Dual-fuel engines on cruise ships for the first time

Exploring new frontiers

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From the editor

charge! 1|15

Magdalena OkopskaHead of Market Communication ABB Turbocharging

Being committed to continuously improv-ing its products, ABB Turbocharging hasa long and strong tradition of researchand development – an excellent reasonfor charge! 1|15 to focus on its R&Dactivities. Christian Roduner, Head ofTechnology, and Volkmar Haueisen, Headof R&D Turbocharger, share insights onpage 4.

One of our latest innovations based onR&D excellence is second-generationPower2. We are proud to announce itspresentation at Nor-Shipping in Oslo, Nor-way (June 2 – 5), at ABB Turbocharging’sbooth no. E02-13. Power2 is a genuineachievement. With clear benefits for themarine industry, it is the result of a fasci-nating technology development. Track thestory of ABB’s two-stage turbochargingin this issue.

charge! 1|15 also covers outstanding two-stroke diesel turbocharging applicationsthat go hand in hand with the rapidlyincreasing size of box ships. Turn topage 16 to find out why vessel size andeconomies of scale are converging.

A very important arm of our strategy isthat we are geared to long-term relationsand sustainability. An example is thestrong relationship between ABB Turbo -charging and AIDA Cruises underlinedhere in an interview with Jens Kohlmann,Director Yards & Strategic Projects atAIDA Cruises. ABB Turbocharging hasbeen the turbocharger supplier to AIDACruises since 1996 and has always beencommitted to being a reliable partner inevery area. Keywords here are reliabilityand environmental protection.

How ABB Turbocharging improves theperformance of the engines and reducesfuel consumption through their upgradesis presented in the report on page 14.Karadeniz Energy Group, based in Turkey,has floating power plants called Power-ships to provide power in regions whereelectricity is not always accessible. Finally,the recipe is inspired by and dedicated toKaradeniz, which in Turkish stands for“Black Sea region”.

Focus on research and developmentThe Jungfrau test bed explores the limits ofturbocharging technology.04 CSCL Globe and MSC Oscar

ABB turbochargers on the world’s biggest box ships.16

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Contents

Research and development(R&D)4 The constant search for improvement

R&D’s role in providing customer benefits7 Simplicity is often complicated

Quantum leaps achieved through R&D8 How can marine engines become more efficient?

Research project Hercules proves the advantages of two-stage turbocharging

10 Far beyond the current state of the artResearch collaboration with Imperial College London focuses on non-steady state admission of turbines

12 Testing Power2 on the JungfrauEvaluating the full potential of two-stage turbocharging

Service14 Powerships with raised performance

Turbocharger upgrades for Karadeniz Energy Group’s floating power plants

24 Arming a workforce for changeGlobal safe working practices for ABB Turbochargingemployees

Applications16 Powering the giants of the sea

MSC Oscar and CSCL Globe, with capacities of morethan 19,000 TEU, are the biggest box ships afloat

20 Cruising on LNG?Dual-fuel engines now running on AIDA cruise ships

22 What future does dual-fuel technology have in thecruise industry?Interview with Jens Kohlmann, Director Yards & StrategicProjects AIDA Cruises

News27 Opening and awards

Tips for the operator28 Easy procedures as long-term investments

Turbine Side Washing and coated turbine blades

Recipe30 A mariner’s legacy in Turkey

Mıhlama, a tasty dish from Karadeniz, the Turkey’s BlackSea region

Dual-fuel technology on cruise shipsJens Kohlmann (AIDA, center) discusses the significance of using liquefied natural gas.22 Employee safety

ABB Turbocharging targets safe working practices.24

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Research and development (R&D)

Close-up of the Jungfrau test bed where the Power2® two-stage turbocharging system is currently being tested.

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Research and development (R&D)

The constantsearch forimprovementCustomers benefit when turbochargers become lighteror more compact. But how are these results achieved?And what role do Hercules and Imperial College play?The research and development (R&D) department atABB Turbocharging invites charge! behind the scenes.

Text Tiziana Ossola Auf der Maur, Photography Michael Reinhard, ABB Turbo Systems Ltd

Ferries need to lower their emis-sions, container shipownerswould like to reduce fuel con-sumption and power station

operators want even shorter responsetimes. These needs demand technicalsolutions. The path to them leads to theresearch and development departmentat ABB Turbocharging. It has one aim:developing turbochargers with benefitsfor the customer. Volkmar Haueisen, Headof the department R&D Turbocharger,cites an example: “If we want to increaseefficiency by changing the shape of thecompressor wheel, we must first work toacquire the necessary basic knowledge.That way we can be sure that the newblades are shaped and configured sothat they function perfectly.”

Development processes Developing an all-embracing R&D

process for the blades involves a greatdeal. Measurements and investigationsin the fields of mechanics, aerodynamicsand materials science deliver precisedata, creating the scientific prerequisitesfor the new design. Proof that a compo-nent both functions and benefits theoverall system comes from a series oftests and qualifications. The knowledgeacquisition process progresses step bystep, culminating in new product releaseand industrial production.

ABB Turbocharging maintains globalresearch partnerships with hand-pickedacademic institutions and industrial partners. The aim is clear: “We want the latest findings for the best performance,”

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Research and development (R&D)

Haueisen says. The research presentedin this edition of charge! – based on theHercules study and work at Imperial College London – demonstrates whatresearch delivers.

Hercules and two-stage turbocharging R&D processes are more like

marathons than sprints. Hercules is aten-year study – an average timespan foran undertaking of this technical com-plexity. Forty partners from science andindustry participated. “Hercules sets amilestone,” Head of Technology ChristianRoduner notes, drawing a positive bal-ance. “The research program deliveredthe proof that two-stage turbochargingon large engines is capable of achievingbenefits such as improved fuel efficiency,higher power density and lower emis-sions. Among other things, Hercules hasenabled us to quickly turn the idea intoindustrial hardware.” The second genera-tion of Power2 two-stage turbochargingsystem today stands shortly before itsproduct release.

The study at Imperial College in Londonwas purely scientific, Haueisen explains.“We wanted to gain basic knowledgeabout the effects of pulsating exhaust

flows on the turbine.” This has now beendelivered. The “R” in R&D is completed.The “D” is undergoing testing. Haueisen:“What improves the response of the totalsystem? A possible measure might be a new configuration of the turbine stageor parts of it.” With the emphasis on“might”. Do systematic adaptations makesense technically? And if so, will theyalso be economically viable? These arethe questions that ABB Turbocharging’sdevelopers take with them into the nextstage of their work.

Who profits from research?From the point of view of a coopera-

tion partner at the forefront of science,ABB Turbocharging has available aunique fund of data and findings. “Wehave a whole constellation of informa-tion,” Haueisen says. The company’sresearch activities have, after all, been ata constantly high level for many decades.That is an inspiring starting point. “Thesedata benefit the academic institutions wecooperate with because they can usethem in their classes and hence enrichtheir research in this area, without ABBTurbocharging having to reveal any of itsproduct know-how.”

The team makes the differenceFrom an engineer’s standpoint a turbo-

charger might look like a fairly straight-forward piece of machinery, but asRoduner explains: “It is a piece of turbo-machinery which requires a great deal ofresearch to get the best out of it.” Con-ducting R&D with all its ramifications is a matter of corporate culture. And itrequires people to implement it. Roughly200 research and development engi-neers, technicians and students oninternships are at work on tomorrow’sturbochargers at ABB Turbocharging’sown R&D laboratories and test facilitiesin Baden, Switzerland. They know thetechnology of turbochargers inside outand exactly what research means. Byembracing the spirit of invention, theteam is making possible today what wasinconceivable yesterday.

Christian Roduner, Head of Technology, (left) and Volkmar Haueisen, Head of R&D Turbocharger, in the ABB Turbocharging test center in Baden, Switzerland.

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Research and development (R&D)

Second generation Power2 – highefficiency in a compact system“Power2 achieves highest pressureratios at highest efficiency, and highturbocharging efficiency translatesinto high engine efficiency. That meanshigher engine power with lower fuelconsumption and massively reducedemissions. R&D focused closely onachieving a compact system. Thecomponents – especially the turbinesand compressors – were developedfrom scratch. The high- and low-pressure turbochargers have beenoptimally tuned to each other. Theservice friendly cartridge concept isthe result of a targeted reduction in complexity. It required high-techsolutions to turn the idea into hard-ware. Simplicity is often complicated .”

A200-L – smaller and more compact“The A200-L turbocharger is the resultof a development trend which R&D has followed single-mindedly in recent years:steady increases in the specific flowcapacity of the turbocharger while main-taining turbocharging efficiency. To thisend we have developed more compactcomponents and produced an altogethersmaller turbocharger. For customers this means that the A200-L is more eco-nomical, both to buy and to use.”

Simplicity is often complicatedABB Turbocharging quantum leaps at a glance.Comments from the technology department.

Power2. A200-L. Turbine washing tests.

Turbine washing for stable performance “Turbines are fouling in operation,especially on engines burning heavyfuel oil (HFO). The answer is turbinewashing and is the result of complexR&D work. Thanks to a sophisti-cated computer model developed in-house, we can analyze and verifythe behavior of water streaming intothe gas flow. Based on these findings,ABB Turbocharging has developed aturbine cleaning process which isvery effective and easy to carry out.The “patient’s” response to the treat-ment is stable turbocharger perform-ance, operational safety and longerservice intervals.”

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Research and development (R&D)

How can marine enginesbecome more efficient? The results from the Hercules long-term research project which began in 2004 have been especially important for ABB Turbocharging. The advantages of two-stage turbochargingon two- and four-stroke engines have been successfully proven.Text Dr. Ennio Codan, Photography Michael Reinhard, Helsinki University of Technology

Since 1997 ABB Turbocharginghas been involved in threeEuropean Union sponsoredR&D projects. All of them

brought together specialists from theworlds of industry and academia andresulted in an excellent mix of the theo-retical and the experimental. Valuableinformation was gained regarding thecomputation and measurement of com-

plex systems. Of special interest weremeasurements of the hydrodynamicresistance of ships and propeller charac-teristics in a test tank.

SimulationsOver the years, numerous additional

new models were developed for the ABBTurbocharging simulation system:– Simulation of compressor surge.– Simulation of a complete marine

propulsion system consisting of theship, the engine, the propeller and theengine controller.

– Fouling of compressor and turbine.

Projects like Herculesallow results to beachieved rapidly and efficiently.

Power2 – the Hercules research project provided the basic knowledge for two-stage turbocharging.

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Research and development (R&D)

Dr. Ennio Codan studied mechanicalengineering in Trieste, Italy, andworked for nine years at Grandi MotoriTrieste before joining ABB Turbo -charging in 1990. He headed thefunction R&D Turbocharging until2007, contributed thereafter to thedevelopment of two-stage turbo -charging in Power2. Since 2010 he isback in the R&D department for turbo -charging solutions as Senior PrincipalEngineer, expert for turbocharging,engine and system technologies.

Test engine at one of the Hercules partners, Helsinki University of Technology, Finland, showingsome local inventiveness – sand as burst protection.

– Computation of radial turbines underpulse turbocharging taking into accountlosses due to uneven admission.

– Innovative 1-D compressor model forthe simulation of jet-assist and pre-swirl control.

In parallel it was also possible to realizeand test Controlled Pulse Turbo charging(CPT) and air injection into the charge airreceiver as a means of improving engineload acceptance.

Hercules is the futureUnder the leadership of Professor

Nikolaos Kyrtatos, the laboratory forMarine Engineering at the University ofAthens, Greece, has established itself asthe authority in the research of marinepropulsion systems. A project with highambitions was launched: Higher Efficiency,Reduced Emissions, Increased Reliabilityand Lifetime, Engines for Ships (Hercules).Hercules has been under way from 2004to 2014. With an overall budget of EUR 80million the project consists of three sec-tions and is operated by a consortium ofover 40 partners, including enginebuilders MAN and Wärtsilä as well ascomponent and systems suppliers, uni-versities and research institutions, ship-owners and classification societies.

The role of ABB Turbocharging withinHercules involved the development andtesting of new turbocharging conceptscapable of making a substantial contri-bution to the overall aims of the project.These are higher engine efficiencies,lower emissions and increased reliability.

As part of the Hercules project, a turbocharger with very high pressureratios was run on a test engine: 6.6 froma single-stage system (see picture above).Thereafter, two-stage turbocharging sys-tems for a low-speed two-stroke engineand small and large medium-speed four-stroke engines were constructed andtheir performance measured. In the firstversion of an engine with two-stage turbocharging, it was possible to meas-ure simultaneous improvements in engineefficiency of more than two percent anda reduction in NOx emissions of morethan 40 percent.

High-pressure turbocharging is a central aspect of ABB Turbocharging’sresearch work. Projects like Hercules arethus an extremely valuable and fertileplatform for the exchange of ideasamong experts with very diverse areas ofexpertise. In addition, they allow resultsto be achieved rapidly and efficiently.

Working on solutions togetherCollaborations with Imperial College

(see article on page 10) and participationon EU projects are just two of numerousexamples of how ABB Turbo Systems Ltdtakes its R&D outside the company andis influenced by the external contacts itforges. Of great significance in thisrespect are also work within the FVV(Research Association for CombustionEngines e.V.), projects with ETH ZurichSwitzerland and other academic institu-tions and, of course, the developmentwork carried out with customers.

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Research and development (R&D)

Far beyond the currentstate of the artHow does non-steady state admission influence mixed-flow turbine performance? A long-term research collaborationbetween ABB Turbocharging and Imperial College in London,UK, offers key insights.

Text Martin A. Seiler, Photography Imperial College London, Michael Reinhard

ABB mixed-flow turbine stage with double entry housing on the test bed at Imperial College London.

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Research and development (R&D)

Martin A. Seiler received his master’sdegree in aerospace engineering fromthe Technical University of Berlin, Ger-many. He joined ABB Turbo SystemsLtd, Baden, Switzerland, in 1988 as adevelopment engineer. Since then hehas led various turbine developmentsand turbocharger projects. He is currently responsible for the high-pressure turbocharger of the second-generation Power2 turbochargingsystem.

0.050 0.055 0.060 0.065 [s]

Time

Mas

s flo

w r

ate

[kg/s]

0.35

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0.15

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Mass inner – exp [kg /s]

Monitor point: MassINNER – CFD

Mass outer – exp [kg /s]

Monitor point: MassOUTER – CFD

Peter Newton (left) and Ricardo Martinez-Botas at Imperial College London.

Fig. 1: Measured and calculated patterns of themass flow in the two gas inlets.

Turbine performance is animportant factor in the successof ABB turbochargers. Profes-sor Ricardo Martinez-Botas of

Imperial College in London, UK, pos-sesses extensive know-how on radialand mixed-flow turbines, as used inABB’s TPS, A100-M and A100-H turbo-chargers. His team operates a specialtest bed on which non-steady statemeasurements can be carried out. This issignificant for ABB Turbocharging since,in many applications, turbines are sub-ject to pulsating admission.

Ricardo Martinez-Botas is internation-ally active, presenting papers at confer-ences like the ASME Turbo Expo or atthe Institution of Mechanical Engineers in London, UK. As a result of his work, in 2005 a long-term collaboration wasagreed on with ABB Turbocharging. Itsaim was to expand the knowledge of thenon-steady state admission of turbines.Two students at Imperial College, ColinCopeland and Peter Newton, made thisthe subject of their doctorates.

Testing at Imperial CollegeAn ABB mixed-flow turbine stage with

double entry housing was adapted forthe test stand at Imperial College London.This turbine stage (see opposite page)was specially manufactured.The turbinewheel has an outside diameter of 85 mmand is, as such, about 35 percent smallerthan even the turbine in the TPS 44, thesmallest turbocharger in the TPS range.The turbine stage is operated “cold” –cold here meaning 70 °C instead of

650 °C. The transferability of results tofull size ABB Turbocharging turbine stagesis based on so-called similarity parame-ters, namely the Mach number. In addi-tion, the complete turbine stage wascomputed using a CFD program. CFDstands for Computational Fluid Dynamicsand refers to the calculation of flowprocesses on a computer. These calcu-lations are extremely complex and, incertain cases, can occupy a powerfulcomputer for up to 12 weeks.

On the test stand at Imperial Collegea wide range of data, such as pressures,temperatures, rotational speeds andtorques, can be acquired at very highsampling rates. From these data impor-tant values such as intake flow capacityor efficiency can be ascertained. Anexample is shown in fig. 1, in which themeasured and calculated patterns of the mass flow in the two gas inlets arerepresented. The processes take placewithin extremely short time spans of twohundredths of a second. This places veryheavy demands on the measuring tech-nology and computing processes used.

An excellent choiceAs is customary when collaborating

with universities, parts of the projectwork have been published as conferencepapers and articles in technical maga-zines. The published material has metwith favorable response. In both 2009and 2010, papers were honored with the ASME Turbomachinery Best PaperAward. This demonstrates that in RicardoMartinez-Botas, ABB Turbocharging hadgained a development partner of the

highest caliber. At ASME Turbo Expo2014, the major turbomachinery confer-ence, ABB Turbocharging was again rep-resented via a joint paper with ImperialCollege.

Industrialization is the goalIn cooperation with Ricardo Martinez-

Botas of Imperial College London, ABBTurbocharging has been able to gaininsights far beyond the current state ofthe art into the thermodynamic behaviorof mixed flow turbine stages under non-steady state loading. The next step willbe to determine, together with RicardoMartinez-Botas, how the findings can beused in an improved turbine design.

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Research and development (R&D)

Measurement data from the Jungfrau test bed.

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Research and development (R&D)

Testing Power2 on the JungfrauThe test bed evaluates the potential of two-stage turbocharging,taking it to its limits.

Text ABB, Tiziana Ossola Auf der Maur, Photography Michael Reinhard

In 2014, ABB Turbocharging in Baden,Switzerland, commissioned its Jungfrautest bed, designed to test two-stageturbocharging systems. Its perform-

ance data is impressive; turbine inletpressures as high as 17 bar can be pro-duced for the charging system beingtested. This is taken care of by a com-bustion chamber that can produce hotgas temperatures of up to 750°C andthermal outputs of up to 13 MW. This level is needed in order to test ABB’sPower2 two-stage turbocharging systemto its limits.

A series of complex ancillary systemsare likewise part of the test bed’s config-uration. These regulate the fuel for thecombustion chamber, the atomizing airfor combustion, the water for coolingand turbine washing and the lubricatingoil for the turbo charger. They ensure thateverything arrives in the right quantitiesand perfectly conditioned and include areliable supply of electricity for all theelectrical devices.

Thanks to its controllable combustionchamber concept and the numerousflaps and valves in the sophisticated sys-tem of hot air ducts, a wide range of loadconditions can be generated. This isessential to complete a comprehensivequalification process with the turbo -charging system at its performance limits.Christian Roduner, Head of TechnologyABB Turbocharging: “Jungfrau under-lines the fact that we not only invest in

the continuous improvement of our tech-nology but are certainly also striving toachieve quantum leaps.” The launch oftwo-stage turbocharging on the marketfor large engines is proof of this.Roduner continues: “In the early stageswe presented the benefits of two-stageturbocharging, and the market respondedwith keen interest. The results of the Hercules research project laid the foun-dations for the development of the first

generation of two-stage turbochargingsystems, and with lead customers weturned concepts into hardware. Currentlythe second generation of two-stage sys-tems is being developed. We built theJungfrau test bed to evaluate the poten-tial of the system to its limits and to qual-ify it. With Jungfrau we are moving con-certedly towards the industrial release ofa system that will bring our customersgreat benefits.”

“With Jungfrau we are concertedly moving towardsthe industrial release of a system that will bring ourcustomers great benefits.”

Power2 product release imminent

The product release of second-generation Power2 is planned forJuly, 2015. The two-stage turbo -charging technology will be a cost-effective commercial solution cover-ing the entire power range of largemedium-speed engines. Two turbo -chargers arranged in series provideair pressure of up to 12 bar and a

turbocharging efficiency of more than75 percent. Both turbochargers havebeen designed specifically for thetwo-stage turbocharging system.Power2 800-M represents a com-pact, highly efficient and easy-to-ser-vice turbocharging solution enablingengine technology for reduced emis-sions and fuel consumption.

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Service

Powerships withraised performance Thanks to turbocharger upgrades on its Powerships, KaradenizEnergy Group can significantly increase their power output andreduce fuel consumption.Text Jonathan Walker, Photography Karadeniz Energy Group

The Turkish Local Business Unit ofABB Turbocharging is currentlyinvolved in a series of turbo -charger upgrades on Karadeniz

Powerships, floating power stationsdesigned, built and operated by theKaradeniz Energy Group, based in Istanbul, Turkey. An ABB turbochargerupgrade entails the replacement of turbo-chargers or their components with moremodern or further developed higher per-formance versions. With the aims ofincreasing the Powerships’ electrical out-put, reducing maintenance downtimeand improving fuel consumption andemissions, the turbocharger upgradesare being carried out aboard Powershipslocated in Basra, Iraq.

Access to electrical powerPart of Karadeniz Holding Group, a

heavy engineering specialist, the Karad-eniz Energy Group was started in 1996 asa response to the global need for electri-cal power as various economies devel-oped around the world. Recognizing thatover one billion people worldwide have noaccess to electrical power and thatcapacity is overloaded and supply precar-ious in many regions, Karadeniz engi-neers came up with an elegant solution.

Extending the existing concept of thepower barge – a set of large engine pow-ered generators (generator sets or “gen-sets”) installed on barges which can betowed to where electricity is needed –

Karadeniz decided to develop its innova-tive Powerships. These are ship mounted,purpose-built floating power plantsdesigned and built under existing cargoship conversion projects, which can sailmuch more quickly and safely under theirown power to a suitable location, beconnected to the local grid and provide power to it within hours of their arrival.The concept also includes speciallydesigned barge-mounted Powerships,Gökhan Koçak, Powership Program Direc-tor at Karadeniz Energy Group notes.

To provide fuel flexibility, KaradenizEnergy Group has fitted its ships – thereare currently seven, with more planned or under construction – with dual-fuelengines so that, where a supply is avail-able, natural gas can be burnt, to thebenefit of compliance with challengingexhaust emissions regulations.

“The Powerships represent a bigfuture market for us,” Koçak confirms.“The concept is well established and wehave recently won a contract with Ghanafor 450 MW over ten years. We have, ofcourse, already reserved our ABB turbo -charger upgrades for future projects.”

Karadeniz had already planned for thisupgrade two years ago, but had onlystarted in 2014. To date, the ABB turbo -charger upgrades have been executed onthe third and fourth ships in the KaradenizEnergy Group’s Powership fleet: Karad-eniz Powership (KPS) Doğan Bey, con-verted at Sedef Shipyard /Tuzla Istanbulwith 126.4 MW of installed capacity, and KPS Rauf Bey, converted at thesame shipyard in the same period, with 179.1 MW of installed capacity.

In total 22 turbochargers have beenupgraded or are due to be upgraded onthe engines of the eleven generator setsaboard the KPS Doğan Bey and KPS RaufBey. They are older Wärtsilä 12 cylinder,V-configuration 12V46 diesels designedfor operation on heavy fuel (HFO) with arating of 10,860 kW per engine.

Originally, the engines were fitted withtwo of ABB Turbocharging’s type VTR 454turbochargers. However, in the course ofthis engine’s development program, during an uprating Wärtsilä began tospecify ABB’s TPL 73-A30 turbochargersas a means of increasing power output,decreasing fuel consumption and emis-

ABB’s TPL 73-A30 turbochargers were specified as a means of increasing power output, decreasing fuel consumption and – importantly for the Karadenizupgrades – improving ease-of-service.

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Service

sions and – importantly for the Karadenizupgrades – improving ease-of-service.

“Karadeniz Powership used pre-ownedengines in their first generation Power-ships before migrating to brand new,state-of-the-art, customized power gener-ating equipment in their fleet, starting withsecond and third generation Powerships,”explains Gökhan Koçak. “Since the gen-erator sets aboard the first generationKaradeniz Powerships were pre-owned,and their operation is essential to providemuch needed electricity for the countriesthey serve, meeting critical demand, weintend to maintain them to a high standardand make any upgrades or modificationsto the engines and systems as required.”

Engine operation at 9 to 9.5 MW The fitting of new turbochargers to

these engines brings considerable bene-fits, he stresses. “Foremost, with theirnew TPL turbochargers we can run eachgenerator set at outputs roughly 2 to 2.5 MW higher than with the original VTRturbochargers and at reduced fuel con-sumption – and hence reduced CO2

emissions. And there is the potential toreach as much as 4 MW higher. Previ-ously we were forced to operate enginesat outputs lower than their maximumpower rating due to problems with sandingress and low fuel quality. With the newturbochargers the Karadeniz Powershipscan operate their engines close to 10 MW,their maximum ratings.”

At the same time, the reduction inexhaust gas temperature accompanyingthe increase in engine output is beneficialto stress on the cylinder head and itsparts, and to engine reliability generally,especially when operating in the hotterclimatic regions where Powerships are apopular solution.

Another distinct advantage of theupgrade to TPL turbochargers for anengine end user which manages its ownservicing using ABB original parts is a 50percent reduction in downtime for main-tenance per turbocharger. “In the past,for the VTR turbochargers maintenancetook between 10 and 12 hours, whereasafter the TPL upgrades, downtime is nowonly between five and six hours,” Koçaknotes.

For turbocharger servicing, eachPowership has a dedicated crew ofmaintenance engineers capable of carry-ing out the turbocharger upgrades duringscheduled overhauls, under supervisionby and with training from ABB Service.ABB personnel also assisted with the turbocharger matching process, in whichthe air delivery characteristics of the turbochargers are fine-tuned to theengines’ demand for air, according totheir operating profiles.

“This is an interesting upgrade case,”notes And Basak, Manager of ABB’sLocal Business Unit in Istanbul. “The up -grade to newer turbocharger technologyon older engines is an excellent way of

getting considerably more power fromthe Powerships without making majormodifications to the engines on their gen-erator sets. It also reduces fuel con-sumption, emissions and servicingrequirements. In this way the KaradenizEnergy Group is making savings in twovital areas of total operating costs. Inparticular, as we have seen, power out-put has been increased while operatingon lower quality fuels,” he concludes.

And Basak also states that he wasespecially grateful for the extensive sup-port of Regional Manager End UserSales Thomas Knüsel and the reliablecalculations of Thomas Matt, ManagerSales and Application Engineering, bothin Baden, Switzerland. “It was a uniqueexperience in which Karadeniz EnergyGroup, ABB Turbo Systems Ltd in Badenand ABB Turbocharging Service Turkiyejoined forces to make the project hap-pen,” he adds. “Its great success has ledto relations of the companies attaining areal partnership level.

Karadeniz Energy Group has sevenPowerships completed and in operatingcondition and four more under construc-tion. Total installed capacity of the Karad-eniz Energy Group using medium-speeddiesel engines is in excess of 1,800 MW,with engine and turbocharger populationsclose to 150 and 300, respectively.

Turbocharger upgrades for KPS Rauf Bey.

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Applications

CSCL Globe in Hamburg, Germany. It is 400 meters long, 58.6 meters wide and 30.5 meters deep.

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Applications

Powering the giants of the seaWhen launched, the 19,000 TEU CSCL Globe was able toclaim the title of being the world’s biggest container ship. Less than two months later this title passed to MSC Oscar.Both box ships are turbocharged by ABB.Text Alexa Christie, Tiziana Ossola Auf der Maur, Photography Christian Boldt Photography, Hans de Visser, Dominik Baur

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Applications

January 2015 saw the thenlargest container ship to datecomplete its maiden voyagefrom China to Germany. CSCL

Globe has generated worldwide newscoverage, with some staggering statis-tics. With a length of 400 m, it is 74 mlonger than the Eiffel Tower is high. Itswidth of 58.6 m and depth of 30.5 mmeans it can carry 19,000 TEU – enoughcapacity for 38,000 cars.

CSCL Globe, owned by China ShippingContainer Lines, is equipped with MANB&W two-stroke engines, each fitted withthree A185-L turbochargers designed byABB and produced under license inSouth Korea by Hyundai Heavy Indus-tries Co. Ltd. It is the first of five 19,000TEU container ships ordered by CSCL,all of which are to have the same enginesand turbochargers. The auxiliary gensetengines specified on CSCL Globe arealso fitted with four ABB TPL 67-C turbo -chargers, produced and delivered byABB Turbocharging in Baden, Switzerland.

The trend towards ever bigger con-tainer ships shows no sign of letting up.In January this year, within just two monthsof CSCL Globe’s delivery, MediterraneanShipping Company’s MSC Oscar wasdelivered. Although at 395.4 m in lengthit is slightly shorter than CSCL Globe,MSC Oscar, with a TEU capacity of19,224, has the edge in carrying capability.

Key benefits of the A100-L turbochargers

Today, vessels like CSCL Globe andMSC Oscar are more energy efficient andproduce fewer emissions than smallervessels. Enhanced ship design andengine technology like an optimized hullform and larger propeller diameterenable important improvements. Highefficiency turbochargers play a key roleas well. The ABB A100-L type turbo -chargers installed on CSCL Globe andon MSC Oscar meet the specific require-ments of ships of this type and size,while featuring technology widely provenon the smallest to the largest two-strokemarine diesel engines.

A key requirement of the turbocharger technology isfuel economy.

MSC Oscar in Rotterdam, The Netherlands.

ABB charge! 1|15 19

Applications

A key requirement of the turbochargingtechnology is fuel economy. Derating themain engine in combination with theA100-L turbochargers leads to a furtherfuel reduction. For CSCL Globe it hasbeen calculated that at 75 percentengine load the fuel consumption isapproximately 160 tons per 24 hours,more than five percent less than for acomparable engine several years ago.Arie Smits, Senior General Manager ABB Turbocharging, comments: “The turbo -chargers that we have designed for CSCLGlobe, its forthcoming sister vessels andfor MSC Oscar combine a number ofbenefits, most importantly their role inincreasing engine efficiency, which ulti-mately helps to reduce fuel consumption.”

Economy of scale and technologyadvances

The trend towards larger containerships has been relentless. Vessel sizehas roughly doubled in the past fiveyears from 10,000 to over 19,000 TEU asshipping lines look for ways to increasetheir cargo volume and remain competi-tive. Arie Smits: “The increasing size ofthese vessels is driven by economies ofscale. The ever larger container vesselsbeing ordered have been enabled bytechnological advances in the field ofmarine propulsion that target the needsof shipowners looking to maximize oper-ations in meeting supply and demandwhilst managing their overall costs.”

ABB Turbocharging – fully committedto deploy the latest technology

Since 2011, ABB turbochargers havebeen specified on more than half of the container ship new buildings of14,000 TEU and over. Smits again: “Thefact that customers continue to specifyour new generation turbochargers placesus firmly at the cutting edge of themarine propulsion technology market.We remain fully committed to deployingthe latest technology for improved per-formance. This is key as the containershipping industry manages the myriadchallenges of competition, fuel prices,emission reduction and cost savings.”

Main engine equipment

CSCL Globe – MAN12S90ME-C Mark 9.2

produced under license fromHyundai Heavy Industries Co. Ltd.

– Three ABB A185-L turbochargers perengine, produced under license fromHyundai Heavy Industries Co. Ltd.

MSC Oscar– MAN11S90ME-C10.2 produced

under license from Hyundai HeavyIndustries Co. Ltd.

– Three ABB A180-L turbochargers perengine, produced under license fromHyundai Heavy Industries Co. Ltd.

The three turbochargers in the MSC Oscar engine room.

Since 2011, ABB turbochargers have been specifiedon more than half of the container ship new buildingsof 14,000 TEU and over.

Cruising on LNG?AIDAprima and her sister ship are the first cruise ships to have a dual-fuel engine. For these vessels, their 11th and 12th,AIDA Cruises have again chosen ABB turbochargers.

Text and interview Tiziana Ossola Auf der Maur, Photography AIDA Cruises, Michael Reinhard

20 ABB charge! 1|15

Applications

Since 1996 ABB has been pro-viding safe and reliable turbo -charging on the main enginesof AIDA cruise ships. The first

to be equipped was AIDAcara, followedby all the cruise line’s subsequent ves-sels. This close, successful collaborationis now set to be continued with the com-ing generation of AIDA ships. AIDAprima,entering service in 2015, and its identical

sister ship, due in 2016, will both haveABB turbochargers fitted.

The two ships are being built by Mitsubishi Heavy Industries Ltd. (MHI) inJapan. On 4th October 2015 AIDAprimawill leave Yokohama on the first leg of itsmaiden voyage. On a 50 day cruise fromJapan to Dubai, AIDA guests will expe-rience 18 ports of call in eleven countries.On 20th November 2015 the 300 meters

AIDAprima is due to enter service in October 2015.

long, 37.6 meters wide ship will dock atDubai. In the winter season, AIDAprimawill depart from Dubai and Abu Dhabi for seven-day cruises to the Orient. Thesecond leg of the maiden voyage startson 18th March 2016. In 38 days AIDAprimawill sail from Dubai to its future home portof Hamburg, Germany. As announced byAIDA Cruises, starting on 30th April 2016and continuing throughout the year,

ABB charge! 1|15 21

Applications

AIDAprima will undertake weeklongcruises to some of Western Europe’sfinest cities. London/Southampton, Paris /Le Havre, Brussels /Zeebrugge and Rotterdam are the stages on this journey.

AIDAprima and the as yet unnamedsister ship can be distinguished from theremaining fleet by their vertical bows.They offer “holidays with a fine weatherguarantee” according to AIDA Cruises.This is possible thanks to features of theships’ architecture that make sport andrecreation aboard independent of theweather. Among them is an expandablemembrane roof above the Four Elementsarea with its climbing walls and waterslides, and the ultraviolet-permeableplastic dome. This is spread almost invisibly above the Beach Club so thatguests can enjoy a seaside environmenton 365 days of the year.

The dual-fuel engineThere is also an innovation in the

engine room. For the first time on a cruiseship, the well proven Caterpillar-MaK 12 cylinder diesel engines are joined by a12 cylinder dual-fuel engine. It produces

a power output of 900 kW per cylinder at500 rpm in both its diesel and gas oper-ating modes. For 40 percent of their timeAIDA cruise ships are in harbor. Thanksto the dual-fuel engine, in harbors withthe necessary supply infrastructure, thedual-fuel engine can run on liquefied natural gas (LNG), providing environmen-tally friendly electrical energy during thestay in port.

Extensive experienceUp until 2013, Klaus Heinrich was

ABB Turbocharging’s manager responsiblefor business with Caterpillar-MaK. In themeantime Oliver Heinrich has taken over.

Beach Club (back) with dome.

The Four Elements area with climbing walls,water slides and the Lazy River.

Both are Senior Managers for Sales andApplication Engineering. They advisedAIDA on turbocharging technology andhave overseen the latest contracts. Four-stroke medium-speed engines are theirarea of expertise. What does the newAIDAprima engine concept mean forABB Turbocharging? Oliver Heinrich:“Dual-fuel technology is familiar to usand our turbochargers are well tried andtested with all fuels, including gas, LNG,diesel oil and heavy fuel oil. Moreover, interms of turbocharging it makes practi-cally no difference whether the fuel isdiesel or LNG. The basic challenge from

“Dual-fuel technology is familiar to ABB Turbocharging.Our turbochargers are well tried and tested with allfuels, including gas, LNG, diesel oil and heavy fuel oil.”

22 ABB charge! 1|15

Applications

the turbocharging point of view lies withinthe combined operation of gaseous and liquid fuels.” Each of the three dieselengines and the dual-fuel engine is fittedwith two TPL 71-C35 turbochargers.

Currently, some 1,100 turbochargersare running reliably and efficiently on over700 engines. The first dual-fuel applica-tions were on stationary engines in elec-trical power plants. Their use in propul-sion and onboard power generationcame later, and for some time nowmarine dual-fuel engines burning LNGhave been experiencing a veritableboom. Commenting on dual-fuel enginesat sea, Oliver Heinrich notes that theirfirst application was a very good techni-cal solution. “They increased the efficientuse of boil-off gas by some 50 percent TPL 71-C35 turbocharger used on AIDAprima and her sister ship.

Both of AIDA’s new-generationships are fitted with three dieselengines and one dual-fuel engine(three Caterpillar-MaK 12 M 43 Cplus one 12 M 46 DF). Using dual-fuel engines on cruise shipsis new. Was it a technologicalchallenge?Every pilot project brings its share ofchallenges – of every kind, includingthe technical ones. The use of dual-fuel technology on AIDAprima is anabsolute first in the cruise industry.The first installation of a liquid gassupply system and all the associatedsafety systems on a cruise ship wasan exacting technological process.But not only that. Dual-fuel technologyhad an all-pervading influence on thedesign of the ship.

What developments were neces-sary on the engine side? Dual-fuel engines are already wellestablished on smaller passengerships, where they operate success-fully. Thus, it was only on the engineside that a limited amount of devel-opment work was needed.

According to AIDA, it will take a whilebefore dual-fuel engines are usedwhen the ships are at sea. Why is that?Our new ships have no LNG tanks onboard. They are designed to be suppliedby gas from an external, shoreside gas supply in the harbor. That came

about because at the design stage theclassification societies had not yet final-ized rules for the installation of gas tankson passenger ships of this size. In addi-tion, the infrastructure for the supply ofLNG in harbors is still a work-in-progressglobally. Nonetheless, by installing dual-fuel engines on AIDAprima and her sister ship, we have sent out a strongsignal in terms of environmental protec-tion and hope to spur on the expansionof LNG supply facilities at harbors withour move.

So, is the chosen engine configurationthe future for cruise ships? And if not,why not? None of us can look into a crystal balland say with certainty which technologywill dominate tomorrow. But we seegreat potential in the use of natural gasaboard ships as a clean-burning fuel. Inthe long term, the greatest challenge willbe to create enough storage capacityaboard ship. LNG tanks take up morespace than conventional liquid fuel tanksand their installation is more complicated.Dual-fuel engines, with their fuel flexibility,are thus an ideal solution.

What future does dual-fuel technologyhave in the cruise industry?

Jens Kohlmann, Director Yards & Strategic Projects at AIDA Cruises, discusses the use ofLNG technology in the cruise industry.

ABB charge! 1|15 23

Applications

by replacing steam turbines aboard LNGcarriers.” Their applications in the four-stroke engine market are now numerous(see passenger ferry Viking Grace incharge! 2 |14). “A major advantage ofpropelling ships and generating onboardelectrical power using LNG is a signifi-cant reduction in emissions of both nox-ious gases (NOx, SOx ) and the green-house gas CO2 as well as a completelysmokeless exhaust,” he adds. The lowemissions that result from burning LNGare a real plus against a background oftightening emissions limits and increas-ing environmental awareness. (More aboutthe significance of LNG can be found in the interview with Jens Kohlmann,Director Yards & Strategic Projects atAIDA Cruises.)

Successful conclusionOliver Heinrich and his predecessor

Klaus Heinrich oversaw the fulfilment of the AIDA order together with their colleagues on the spot, Sales EngineerOEM Ludger Pieper and Head of EndUser Sales Frank Leskow at ABB Turbo -charging in Germany. Following a wellproven pattern, after the installation ofthe turbochargers on the Caterpillar-MaK lab engines there followed test runsand, finally, the customer release of the

turbocharger type. Then came the man-ufacture of AIDA’s engines, the installa-tion of the series-produced turbochargersand the final testing of the finishedengines on the assembly test stand inRostock, Germany. These processes,which precede the installation of theengine in the ship, take place about ayear before the launch of the vessel,meaning that ABB Turbocharging’s partin the process is already successfullyconcluded.

What progress are you making withthe development of the LNG hybridbarge – the floating power station forsupplying your ships with electricityfrom LNG in harbors? The first LNG hybrid barge in the world,belonging to Becker Marine Systems, was

Ever since 1996, when you com-missioned your first ship, AIDAcara,ABB Turbocharging has been apartner for new turbochargers andservice. What is the secret of thesuccessful long-term cooperation?From the start ABB Turbochargingwas a dependable partner and wonus over with products that werealways state-of-the-art and with out-standing service. We appreciate verymuch that ABB Turbocharging’s people always give us competentadvice on technical matters and read-ily pass on their experience to us.

Looking at the cruise industry ofthe future, what demands doesAIDA expect to place on engineturbochargers?The critical criteria for us are, aboveall, reliability and a high margin ofsafety. Beyond that, they should playtheir part in enabling increases inperformance, efficiency and emis-sions reduction for every new gener-ation of engine.

Business meeting of AIDA and ABB Turbocharging representatives in Baden, Switzerland.

named Hummel on 18th October 2014,at a ceremony in the Hamburg Hafencity.The plan is, at the start of the new cruiseseason in the spring of 2015, to supplyAIDAsol for the first time with electricityproduced from LNG during her laydaysin Hamburg harbor, on a trial basis.

Currently some 1,100 turbochargers are running reliably and efficiently on over 700 dual-fuel engines.

24 ABB charge! 1|15

Service

“Working at Height” is one of ABB Turbocharging’s training programs for service personnel.

ABB charge! 1|15 25

Service

ABB Turbocharging is presentwith its service business inover one hundred locations, inmore than forty countries. Each

of these sites has a highly skilled anddedicated workforce, trained to carry outall levels of service on ABB Turbochargingproducts. But what happens when aproduct is not in the controlled envi-ronment of a factory or workshop? Howcan the same level of service and shortengine downtime be ensured when a turbocharger is installed in an engineroom with limited lifting possibilities, or

positioned on an engine two to threemeters off the ground? These challengesare something which are faced by ABB Turbocharging personnel on a regular basis.

To target high risk activities and assistits global service employees in conduct-ing safer and more efficient field serviceoperations for customers, ABB Turbo -charging has implemented two newtraining programs. Called “Safe Lifting”and “Working at Height”, these programsare delivered to more than six hundredservice personnel worldwide.

Skill set for service personnelUp until the release of the programs

this year, most certified training schemesfor safe lifting and working at height havebeen conducted by outside parties. Theseensure a basic standard for each of thebefore mentioned activities, and are mostlyfocused on the risks or dangers foreseenin the building /construction industry.

ABB Turbocharging has now devel-oped measures that prepare service per-sonnel with the necessary skill set andprocedures required when conductingdifficult field operations on customers’

Arming a workforce forchange Targeting safe working practices on a global level has become a key focus of ABB Turbocharging in recent years. One majoraim has been employee safety when working on customer sites.

Text Paul A. Thomas, Photography Michael Reinhard

26 ABB charge! 1|15

Service

In 2012 Paul A. Thomas joined ABB Turbo Systems Ltd as the Headof Network Standards & BU ServiceNetwork OHS Advisor to the GlobalNetwork Support Department. Lead-ing up to this he held multiple positionsbetween 2007 and 2012 in ABB Turbo-charging in Dubai, where his finalposition was that of service manager.He originally began his career as aservice engineer in Melbourne, Australia, in 2004. He holds a globalMBA with Hult International BusinessSchool and a certificate in MechanicalEngineering from the Victorian University of Technology, Melbourne,Australia.

sites. Examples of such operations arenavigating and manipulating turbochargercomponents around the engine rooms ofpower plants, transferring componentsfrom a shoreline to an offshore vessel, orsafe multiple lifting sequences in restric-tive environments, such as smaller fish-ing vessels or submarines.

During the preparation of the coursesABB Turbocharging committed to ensur-ing that only the latest state-of-the-artequipment and working procedureswould be used in the training programsprovided for its employees. Here, ABBTurbocharging was aided by the guid-ance and recommendations of specialistcompanies. These assisted in the devel-opment of the training programs, andhelped with the simulation of the specifictasks faced by service personal duringfield operations.

Over the duration of the trainingcourses – after first learning the theoryunderlying each subject – participants arerequired to demonstrate their practicalcompetence. This involves being able toassess and plan safe lifting operations,i. e. to calculate the correct loading factorsfor the equipment used, identify adequate

anchor points to support these loads forsafe lifting and for attaching life lines forworking at height. And they must under-stand the dangers of overloading or incor-rect usage/ installation of their equipment.

Safe training environmentThe training program makes use of

modular training apparatus, constructedout of scaffolding and engineered towithstand the various loading forcesrequired during the practical exercises.This gives participants the advantage ofbeing able to gain work experience in asafe, controlled environment in one ofABB Turbocharging’s global training hubsrather than on the job, as was historicallythe case.

With these new programs being deliv-ered worldwide, ABB Turbocharging’scustomers not only benefit from more effi-cient and safer work practices on futurejobs. They also have the opportunity tocontribute to the program’s success bycontacting their local ABB Turbochargingservice provider for an assessment oftheir facility before their next overhaul isdue, and therefore further reducing therisk of an incident on site.

ABB Turbocharging’s training targets safe operations.

ABB charge! 1|15 27

News

New Service Point in the Arctic capitalTromsø. ABB Turbocharging opened aService Point in Tromsø, Norway, in late2014. This allows ABB Turbocharging to significantly reduce overhaul turn-around times by as much as one week,down to a day.

Truls-Magnus Lindseth, Head of ABBTurbocharging in Scandinavia: “With thelaunch of the Service Point located atSkattøya Harbor in Tromsø, we can com-plete most common service jobs for ourcustomers within just 24 hours. It offersoverhauls and repairs performed byexperienced and certified ABB Turbo -charging service engineers with OriginalABB parts. It also features equipment fordynamic balancing, hardness testing,ultrasonic washing, sandblasting andhigh pressure cleaning equipment. ThisService Point in Tromsø is well posi-tioned to cover the service needsthroughout the greater Northern Region,

including the northern part of the Gulf ofBothnia. With the large, well connectedairport and the major harbor with its

frequent marine traffic we can serve ourcustomers in that area with increasedspeed and flexibility.”

Caterpillar Platinum SQEP Award

Award. ABB Turbocharging Bolingbrook,Illinois, has received from Caterpillar Inc.their highest award for quality and performance – the Platinum SQEP (Sup-plier Quality Excellence Process) Award,cementing its status as a leading supplierto the company.

The award follows a Bronze Award in2011 and Gold Award in 2013. The latestPlatinum Award, however, has given theABB Turbocharging team greater cause forcelebration due to its special significance.Jonathan Hancock, Category Manager,Caterpillar Global Purchasing, explainedthat ABB Turbocharging is one of 28,000suppliers, of which only one percent haveachieved an SQEP Award. Within this top280 group of suppliers, fewer than twentyhold a Platinum Award.

Richard NePaul, Vice President OEMBusiness, North America ABB Inc. said,“Caterpillar’s SQEP Awards highlight theirsuppliers’ dedication to sustaining supe-rior quality and world-class performance,and each member of our team has playeda role in achieving this highest level ofrecognition for ABB.

“To be included in such an exclusivegroup of suppliers to receive a PlatinumAward lets us know that we are enablingCaterpillar to be more successful anddemonstrates our team’s understanding oftheir business requirements. Our vision atABB Turbocharging is to make a differencefor our customers, so this award is veryimportant to us all.”

Caterpillar GoldAward Award. In January 2015 ABB Turbo Systems Ltd received official recertifica-tion from Caterpillar Motoren GmbH forthe Supplier Quality Excellence Process(SQEP) Gold Award for the year 2014.

The Gold Award was originallyobtained in January 2014 by ABB TurboSystems Ltd, following the initial BronzeAward gained in January 2012.

ABB Turbocharging Service Point in Tromsø.

Richard NePaul, Vice President OEM BusinessNorth-America, ABB Inc. (left) with Jonathan Hancock, Category Manager Caterpillar GlobalPurchasing.

The recertification is now recorded on the plaquepresented by Rainer Friese, Process ControlEngineer, Caterpillar Motoren GmbH & Co. KG(left) to Karl-Jakob Brem, General Manager, ABB Turbo Systems Ltd.

28 ABB charge! 1|15

Tips for the operator

Dual-fuel engines in marine andstationary applications gener-ally run most of the time in gasmode and some percentage

of the time on diesel oil or heavy fuel oil(HFO). Normally, the lubricating oil usedin these engines is the same as that usedwith standard HFO engines, where theTotal Base Number (TBN) is typically 30or higher.

Experience has shown that suchlubricating oils, used together with HFO,create deposits when running in gasmode. The chemical composition of thehigh TBN lubricants reacts with the gasin the cylinders, resulting in the formationof substantial contamination on the turbine-side components.

Explanation of deposits build-upOne of the basic additives used in

these lubricating oils to neutralize theacidic combustion products from heavyfuel compounds is calcium carbonate(CaCO3). The chemical reaction thattakes place between CaCO3 and thecombustion products from fuel and /orlubrication oil compounds, such as sulfuroxides, results in the neutralization prod-uct calcium sulfate (CaSO4). Analysis ofthe deposits from turbine blades haveshown the main constituents to be calcium(Ca) and sulfur (S) along with oxygen (O),mainly originating from the lubricating oil.

Under certain conditions the calciumsulfate could also react with moisture /water and form gypsum, calcium sulfatewith crystal water CaSO4·1⁄2H2O, whichcan be very sticky and could contributeto the formation of hard deposits. This isa white / light gray colored Ca-compound

which is typically found in gas engineexhaust system deposits.

Turbine Side Washing (TSW)In general, how TSW is carried out will

be based on the type of fuel used. A tur-bine wash interval of ~ 150 h can be used

as default. The interval can be furtherextended up to 500 hours, being guidedby experience.

The wash procedure is the same aswhen running on gas. Switching to dieselmode is recommended when starting thewash sequence.

Easy procedures as long-term investmentsWhy Turbine Side Washing (TSW) and coated turbine bladessafeguard the TPL-C turbocharger’s high efficiency in dual-fuelapplications.

Text Shailesh Shirsekar, Photography ABB Turbo Systems Ltd

The wash sequence

– Record turbocharger speed, temperatures and charge air pressure at normal output.

– Switch to diesel mode and reducethe load to achieve an exhaust gastemperature < 430 °C at the turbo -charger inlet.

– Let the material temperature stabi-lize for at least 10 (preferably 15)minutes at < 430 °C.

– Start the water injection and adjustthe water flow as needed:■ TPL 67-C and TPL 69-A = 18 l /min

per turbocharger■ TPL 71-C and TPL 73-A = 24 l /min

per turbocharger■ TPL 76-C and TPL 77-A = 37 l /min

per turbocharger

Cool-down Washing Drying

15 min. 10 min. 10 min.

Time

Eng

ine

load

– Stop the water injection after 10 minutes.

– Let the engine run at the same lowload for another 10 minutes beforeswitching to gas mode and resum-ing normal load. As an alternative,switch to gas mode after the waterinjection but stay at low load foranother 10 minutes.

– Repeat the speed, temperature andpressure readings after at least one hour at normal output. Use the readings to compare and judgethe wash result.

ABB charge! 1|15 29

Tips for the operator

Coated turbine bladesSince 2008 it has been possible to

install 6 coated blades (dragons’ teeth)on the turbine as an option for ABB’sTPL-A and TPL-C turbochargers operat-ing on HFO. The advantages of coatedblades are multiple:– They protect the standard blades from

wear, thus avoiding the costly repair orrenewal of the blades.

– The tip clearance is maintained withinthe tolerance limit, which helps tosafeguard the high turbocharger effi-ciency.

– Thermal loading of the engine isreduced.

– Eventually, this results in fuel savings.

Contamination buildup on dual-fuel engines

Experience has shown that there isalso some hard contamination buildupon the turbine diffuser of turbochargersinstalled on Wärtsilä dual-fuel engines.The formation of this layer may lead towear on the turbine blade tip duringoperation. Dual-fuel engines, especiallywhen operated in gas mode, are alsosensitive to an increase in the tip clear-ance between the turbine blade tips andthe turbine diffuser. Based on the posi-tive experience from HFO operation,ABB Turbocharging also recommendsinstalling coated blades for turbochargerson dual-fuel engines.

Although the turbine diffuser is highlyresistant to deformation, it can deform if water is injected at too high a tempera-ture, in other words when the cooling timeis too short. It is therefore recommendedthat the turbine diffuser be checked forany ovalness before installing the coated

blades. An oval turbine diffuser can causerubbing of the turbine blades, which willresult in the blade coating wearing away.An ABB Service Station would be able toassist you in measuring and assessingthe reusability of the turbine diffuser.

On April 1, 2015 Shailesh Shirsekartook over as Regional Manager, Service Sales for the Asia Pacificregion. In his previous position as senior manager technical service hismain activities were claim manage-ment, breakdown investigation andfeedbacks to the technical depart-ment for product improvement. Hejoined ABB Turbo Systems Ltd in April2002. A marine engineer with anMBA, he worked until 2000 as chiefengineer on ocean-going ships –mostly very large crude carriers.

Coated turbine blades

The coated blades feature a wear-resistant coating material at theblade tip. The coating material is also used in cutting tools and itsapplication on the blade tip scrapesoff the hard contamination buildupon the turbine diffuser.

3 x 2 coated blades.

30 ABB charge! 1|15

Recipe

The Karadeniz Energy Groupprovided the turbocharger up -grade case study in this editionof charge! Karadeniz is also the

keyword for international recipe number10. It is a family name, but in Turkish alsomeans “Black Sea.” “Karadeniz Bölgesi”denotes the geographic region thatstretches from East to West along theBlack Sea in the north of Turkey.

Today’s easy-to-cook culinary sugges-tion, Mıhlama (pronounced Machlama) isa typical staple dish from the Karadeniz.It consists mainly of cornmeal (groundmaize, polenta). In some menus it iscalled Turkish Cheese Fondue, BlackSea Style. The description points to thesecond essential ingredient: meltedcheese. That aside, Mıhlama has nothingto do with the Swiss national dish. Theroots of this simple yet nourishing foodlie firmly in the Black Sea region.

The climate in the Karadeniz region iswarm and humid. Hazelnuts, tea, cher-ries and tobacco thrive. The coastalfringe of the Karadeniz is an importantarea of cultivation for maize. Likewise,cattle and sheep can be found in theextensive rural areas that stretch highinto the mountains. For Mıhlama, thelocals use traditional local cheese madefrom cows’ or sheeps’ milk.

Maize: What was that name again?Maize is generally an important farm

product in Turkey. Its relevance datesright back to the 16th century. Brought to the Old World on Columbus’ ships,maize was enthusiastically received andquickly incorporated into Turkey’s agri-

cultural repertoire. Maize proved far easierto grow than other cereals and yieldedlarger crops. Where it came from soondidn’t matter. European growers, whosaw it in Turkey and adopted it, called it“Turkish corn,” while the Turks them-selves called it “Egyptian corn.”

Maize and cheese are now availableeverywhere and are as diverse as theirstrains and names. So, whether madewith Turkish corn or maize from else-where: Mıhlama is easy to prepare andwill taste a little different everywhere.

A mariner’s legacy in TurkeyMıhlama is a typical dish in the Black Sea region of Turkey. Karadeniz is significant in this context, and Columbus as well.

Text Tiziana Ossola Auf der Maur, Photography Shutterstock

ABB charge! 1|15 31

Acknowledgments

Published byABB Turbo Systems Ltd

AddressP.O. BoxCH-5401 Baden/SwitzerlandPhone: +41 58 585 7777Fax: +41 58 585 5144www.abb.com/turbocharginge-mail: charge@ch.abb.com

EditorTiziana Ossola Auf der Maur

PhotosMichael ReinhardABB Turbo Systems LtdHelsinki University of TechnologyImperial College LondonKaradeniz Energy GroupChristian Boldt PhotographyHans de VisserDominik BaurAIDA CruisesShutterstock

Cover photo: Corbis

PrinterDietschi Print & Design AG, Olten /Switzerland

Layout, typography, electronic publishingDomino Style & Type AG, Gebenstorf /Switzerland

Reprints require the publisher’s written consent.

© 2015 ABB Turbo Systems Ltd, Baden /SwitzerlandAll rights reserved

Mıhlama

for two people

Ingredients 150 g cornmeal (e.g. easy-to-

prepare polenta)3 tbs. butter200 g yellow cheese, grated.

The original recipe uses alocal artisanal cheese.Use any melting cheesebut do not use whitecheeses (like mozzarella)

4 dl hot water

Preparation1. Melt the butter in a pan at

medium heat.2. Add the cornmeal and fry while

stirring with a wooden spoon.Keep the heat at medium.

3. Add warm water slowly and continue stirring until the colorchanges.

4. When the mixture thickens addthe cheese and cook for about 5 minutes.

Serve as a hot dip with bread.

Turbocharging upgrades. The smart move tohigher efficiency and savings.

An ABB turbocharging upgrade utilizes the latest technology to enhance your invest-ment and your engine’s performance. Upgrading your turbocharger will increase yourapplication’s efficiency, thereby saving fuel consumption significantly and increasingyour productivity through an increase in your application’s speed margin. What’s more,an upgrade increases your engine’s operational life, the time between overhauls, thusreducing maintenance costs. Make the smart move to an upgrade.www.abb.com/turbocharging